Explosive-engine.



W. K. BASSFORD.

EXPLOSIVE ENGINE.

APPLICATION FILED APR. 28, 1911.

1,105,592. Patented July 28,1914.

6 SHEETS-SHEET 1.

WITNESSES c? j 06M W. K. BASSFORD.

EXPLOSlIVE ENGINE.

APPLIOATlON FILED APR 28, 1911.

1,105,592. Patented July 28,1914.

5 SHEETS SHEET 3.

WITNESSES v VENT 0R O6 WA %f I ATTO/VEY W. K. BASSFORD.

EXPLOSIVE ENGINE.

APPLIGATION FILED APR. 28, 1911 Patented July 28, 1914.

6 SHEETSSHEET 4.

W ZIWENTOR BY I ATTNEY w. K. BASSFORD.

EXPLOSIVB ENGINE.

APPLICATION FILED APB.2B, 1911. 1,1 05,592. Patented July 28,1914.

5 8HEETS-SHEET 5.

mvmron UNITED STATES OFFICE.

WILLIAM K. BASSFORD, OF PERTH AMBOY, NEW JERSBT', ASSIGNOR"TO UNIVERSAL OIL CONVERTER COMPANY, OF LONG ISLAND CITY, NEW YORK, A CORPORATION OF NEW YORK.

EXPLOSIVE-ENGDN'E.

; Patented July 28,1914. 7

Application filed April 28, 1911. Serial N 0. 623,898.

To all whom it may concern Be it known that I, lVILLiAM K. BAss- FORD, a citizen of the United States, and a resident of Perth Amboy, county of Middlesex, State of New Jersey, have invented certain new and useful Improvements in Explosive-Engines, of which the following is a specification.

This invention relates to improvements in explosive engines of that class wherein hydrocarbon fuels, such as gasolene, kerosene, crude oil, alcohol or other volatile explosive fluids may be used.

One of the objects of theinvention is to provide means for supplying such fuel in gaseous 0r vapor form mixed with oxygen in such proportion as to be a suitable fuel for such engines, and Will also be economical in its power producing qualities.

Another object of the invention is to provide means for vaporizing or forming such fuel into a gaseous condition by spraying the same and then by the exhaust of the engine bringing the sprayed fuel to and keeping it at the proper temperature to be supplied to the engine, and to provide means for automatically maintaining said temperature under different conditions required for each specific fuel.

Another object is to provide means for using liquid fuel of different specific gravities or volatility at the same time, or changing from "one to the other as desired.

In a more specific way, it may be said that the present invention relates to, and that it is among its important objects to provide, a practicable organization-of an explosive engine and fuel -supply system wherein liquid fuels of different specific qualities, as gasolene and kerosene, gasolene of different specific gravities, alcohol and kerosene, for example, may-.be employed, with provision for shifting from one to the other as the need thereof is indicated by theworking of the engine or by to deal a fuel ha ing a low volatilityas com-.

pared with that of the fuel which sh ould be employed in starting the engineor to meet conditions temporarily arising in;- the ordi}.

nary operation of the engine, is employed as the principal fuel, reference being had 111 the selection of the fuels to the relative costs thereof. Gasolene and kerosene prov de examples of fuels of comparatively high and low volatility which may desirably be employed. The system includes a means by which the fuel is vaporized or brought to a gaseous condition and its temperature is raised to that at which it performs its most eflicient service, priorto its admission to the engine.

It should be understood that the heat which should' be imparted to thefuel depends upon the character of such fuelgasolene and alcohol, for example, requireing less heat for their efiicient utilization than a material such as kerosene, for ex'- ample, having a lower degree of volatility. Accordingly, it is one of the most important objects of the present inventionto provide a combination of a'gas engine and a fuel supply system, wherein a 1i uid fuel, of a comparatively low gradeas (erosene, for example,-may-be employed as theprincipal fuel, or at any rate, largely used in the 0 eration of the engine-with a fuel of higher qualityas gasolene, for 'example,

-for use at times when the other fuel cannot successfully or efficiently .be employed, the system including means whereby the various shifts incidental to the most etficient employment of such fuels are made.

Included in the provisions for'the most eflicient use of the fluid fuels Whose employment is contemplated in the present system, is a. means through which a heating fluid passes and under whose influence the vapor-. ized kerosene or other selected .fuel of'comparatively low volatility is brought priorto its admission to the engine. Suitable passages obviously are providedfor the latter fuel and the fluid heating medium, and the passage for one of these fluids isof a duplex character, one branch thereof being more direct than the-other,-whereby the fuel derives-more or less heat from the heatingmedium according to which of the referred to branches or* passages is open. These branches or-fipassages-ame controlled by valvular means-audit, isflpreferred to operate the -.valvular means automatically and to control its operation by the heat of the fuelmixtu-re prior. to thezatlmi'ssion attire-latter o. th en n -1; :By h v mea s t e me oil communication between the pipe 32 and pipe 35, permitting atmospheric air to enter said pipe 35. The en ine is started in the usual manner with lig t fuel which is supplied to the carbureter 36 through the pipe 38, wherein it is mixed with air admitted past the needle valve 37, which is open to a proper degree to cause said light fuel to be converted into an explosive mixture, which passes into the pipe 35 and is delivered to the engine through the pipe 21. If additional air is needed it may be supplied through the auxiliary valve 39 by opening the same to a desired extent. The exhaust from the engine passes through. the exhaust pipe 22 into the heater 23, and directly through the pipe 24, when the valve 43 is in the position shown in dotted lines in Fig. 1. Under these conditions, the engine may run on light fuel. When it is desired tosupply preheated air to the carbureter 36, the valve 34 is turned to position in which it opens communication of the pipe 32 with the pipe 35, the valve 31 in the pipe 27 is in open position, the valve 29 in the carbureter 26 is closed, and thevalve 43 is turned to a position crosswise of the pipe 24 so as to cut off the free passage of the exhaust through said pipe, causing the exhaust which enters the heater to ass through the openings 42 in thehelical member 40 to circulate around the coil 25 and then through the openings 44 in the pipe 24, where it passes out to air. The valve 29 in the carbureter 26 being closed and the valve 31 in the pipe 27 being open, the air entering through pipe 27 is delivered to the coil 25 and circulates through the coil, where it is heated by the exhaust from the engine and then passes into the pipe 32 through the T 33 into the pipe 35, where it is mixed with the gaseous fuel generated in the carbureter 36, and the mixture is delivered into the pipe 21 by which it is supplied to the engine. \Vhen it is desired to use the carburete'r 26, the valve 29 is open to supply crude oil, kerosene, or in some cases, gasolene, if desired. To the gaseous mixture there is supplied the proper amount of air by moving or adjusting the valve 31. The fuel in a gaseous state will then pass through the pipe 28 into the coil 25, where it is heated, and then pass out through the pipe 32 in the T 33, into the pipe 35, and delivered to the pipe 21 where it is supplied to the engine. Of course the carburetor 36 may be shut off, and any additional air that may be needed is supplied through the auxiliary 39.

The valve 43 may be operated by hand, but I have provided means for automatically regulating said valve by the temperature of the gaseous fuel supplied to the engine, and this automatic apparatus will now be described.

' havin Connected to the engine and communicating with the cylinder thereof is a pipe 46 branches 47 and 48. In each of these branc pipes are check valves 49 and 50, and also electrically operated valves 51 and 52. The pipe 47 leads to and is in communication with the cylinder 53, and the pipe 48 leads to and is in communication with the cylinder 54. In the cylinders are the pistons 55 and 56 which are connected together by the piston rod 57. Said piston rod 57 and the lever 45, which operates the valve 43, have a sliding connection with one another at 57 whereby when the pistons are moved in one direction or the other, the valve 43 will be operated. I provide'the cylinder 53 with a spring-seated valve 58, and the cylinder 54 also with a spring-seated valve 59. For operating these valves in the manner hereinafter described, I provide a pivoted arm or lever 60, the valve stem 61 of the valve 58 being on one side of the lever, and the valve stem 62 of the valve 59 being on the other side of the lever. Secured to the piston rod 57 is a pin 63, which engages the lever 60, in the manner hereinafter described. When either one of the valves 51 or 52 is unseated, the pistons 55 and 56 will be moved in one direction or the other. For seatin and unseating these valves 51 and 52, I ave provided the following apparatus. I connect to the supply pipe 21, a two-armed mercurial thermostat A, as shown in the drawing, one

of these arms in fact, projecting into the said supply pipe 21. This thermostat operates as such by virtue of a column of mercury movable therein under actuation of a fluid or gas fillingthe space between the mercury and the inner end of the thermostat located in the supply pipe, the space between the mercury and the opposite or outer end' being a vacuum. Thus a rising of temperature causes the fluid or gas to expand, forcing the column of mercury upwardly in the outer leg, while reduction in temperature permits the said fluid or gas to contract and the column of mercury to descend. Connected to the mercurial column in this thermostat at the point 64 is the conducting Wire 65, the other end of the wire leading to the battery 66. At the lower temperature end of this thermostat at the point 67, I connect the conducting wire 68, the other end of the wire leading to the solenoid 69. Leading from this solenoid is the conducting wire 70, the other end of which is connected to the segment 71, with which the arm or lever 45 contacts, and which lever is connected to ground. Connected to the high temperature leg of the thermostat at the point 72, is connected one end of the conducting wire 73, the other end leading to the solenoid 74. Connected to and leading from this solenoid is the conducting wire which leads to another segment 76, with which the lever 45 connects and to ground. The segments 71 and 76 are insulated from a suitable support and are so arranged in relation to each other that the one end of one projects beyond the one end of the other. The arm 45 which operates the valve 43 extends across these segments 71 and 7 6, and the segments being arranged as described, when the arm is at the extreme position in either direction it will be in contact with only one of said seg-' ments, but intermediate of its extreme positions, it will be in contact with both of the segments.

The apparatus just described operates as follows: With the parts in the position shown in Fig. 1, and the temperature of the fuel being supplied to the engine through the pipe 21, ranging between the temperature at which the terminals 67 and 72 are fixed, the valve 43 will remain stationary. Assuming that the temperature of the gaseous fuel lowers, the mercury in the thermostat will move so that it will come into contact with the terminal 67. When this occurs the current will pass from the battery 66, through the wire 65 to the terminal 64, through the mercury in the thermostat to the terminal 67, and through the wire 68 to the solenoid 69; from the solenoid'to the conducting wire 70, to the segment 71, through the arm 45, to ground back to ,the ba-t'tery. The solenoid will then lift the yvalye 51, whereupon fluid under pressure rom ,the engine will pass through the pipe 46 into the branch pipe 47 and into the cylinder 53, forcing the piston out. The movement ofthe piston rod 57 will turn the lever 45 to close the valve 43. When the lever 45 is moved to its extreme position, it moves off of the segment 71 and only contacts with segment 76. In this position the ,circuit just described is broken, as there is no contact between lever 45 and segment 71, whereupon the valve 51 is seated and the fluid under pressure is cut off from the cylinder 53. As the piston rod 57 moves in the direction just described, the pin 63 will come in contact with the lever 60, which will rock it on its pivot. The lever will contact with the valve stem 62 and unseat the valve 59, so as to prevent excessive back pressure in the cylinder 54, as the piston 56 is moved inwardly.

Each of the valve cylinders 53 and 54 may be provided with a bleed hole 53 and 54, which will permit the gas in each of said cylinders under pressure to escape after the full outward stroke of the piston 55 or 56, so that there will be no back pressure on the initial movement of the piston inwardly. When the piston rod is moved down almost to its full stroke, the pin 63 will wipe or sna' over the lever to the opposite side,

so that upon movement in the other direction the valve 58 will be unseated. When the valve 43 is closed, as above stated, the

free passage of the exhaust through the pipe 24 is cut off and the exhaust is made to c1rculate around the coil 25 so as to raise the temperature of the gaseous fuel supplied through the pipe 21. If the temperature rises beyond a predetermined point, the mercury will move until it comes in contact with the terminal 72, whereupon the current will pass from the battery 66, through wire 65 to terminal 64, through the mercury to the terminal 72, through the wire 73, solenoid 74, to the conducting wire 75, to the segment 76, through the lever 45 to ground, and back to the battery 66, completing the circuit. The valve 50 is then unseated and the fluid under pressure from the engine will pass through the pipe 46 into the 'branch pipe 48, into the cylinder 54, whereupon the piston 56 is forced outwardly, the lever 45 is moved to open the valve and to permit the exhaust in the heater 23 to pass directly through the pipe 24, thus lowering the temperature of the gaseous fluid passing through the coils 25 and being supplied to the pipe 21. When the lever 45 is moved off ofthe segment 76 and to the position shown in Fig. l, the circuit just described is broken, the valve 52 is permitted to seat and cut off the fluid under pressure to the cylinder. By such a construction it is apparent that the fuel being supplied to the engine through the pipe 21 may be kept between predetermined maximum and minimum temperatures. As soon as it goes beyond either, the valve 43 is automatically moved to circulate the exhaust in the heater in such direction that the'temperature of the fuel in the coil 25 may be varied as hereinbefore described.

While I have shown the pipes for supplying the fluid under pressure to operate the pistons 55 and 56 as connected to the engine, yet it is to be understood that the said fluid maybe obtained from a reservoir of compressed air, or the air may be supplied by a pump properly controlled and operated.

n Figs. 4, 5 and 6,1 have shown a modified apparatus for operating the valve 43 in the exhaust pipe of the heater in which an electric motor is used. In this construction I suitably mount an electrical motor 100 on the heater and connect the shaft 101 of the motor to the stem of valve 43. To control the movement of this motor I have provided a double-throw switch B which is operated by electro-magnets, preferably of Very high resistance. This switch consists of two blades 102 and 103 which are connected together by insulating blocks 104, 105 and 106, and are pivoted st 107 between brackets 107 upstanding from a support 107". Secured to the insulating blocks 104 and 106, are the soft iron armatures 108 and 109, for the electro-magnets 110 and 111, which rock the switch from one side to the other, as either reduced and :1

one of these magnets is energized, making and breaking the contacts 112, 113, and 114 and 115, respectively.

The construction and operation of this device may be explained by tracing the circuit. With the lever 45 in contact with the segment 71, the valve 43 in the pipe 24 is supposed to be closed so that the temperature of the fluid in the coil 25 will be caused to rise, the switch blades 102 and 103 being in engagement with the contacts 112 and 113. When the temperature of the fluid passing through the supply pipe 21 rises sufliciently, the mercury in the thermostat A moves into engagement with the contact, 72, which closes the circuit between the terminals 64 and 72; then the current from the battery 66 flows through the wire 116 to contact 64, to contact 72, to wire 117, to the electro-magnet 111,. through wire 117 through wire 133 to contact 112, through blade 102 to terminal 129, through wire 128 back to battery 66, thus energizing the electro-magnet 111 which pulls down the blades over this. ma

net so that the said blades will engage t e contacts 114 and 115, thus closing the motor circuit from negative ofbattery by wire 128 to switch contact 129, through the switch blade 102 to contact 114, by wire 130, by wire 122 to field 121, to field 120, by wire 119 to contact lever 45, to contact segment 71, to wire 118, to switch contact 115 through switch blade 103, to contact'123 by wire .124, to motor brush 125, through the armature to brush 126, by wire 127 to positivepole of the battery 66. This circuit being completed,- the motor rotates until the lever 45 moves beyond contact 71 and on the end of contact- 76; thus opening the valve 43 so'that the temperature of the air or fuel flowin through the coil 25 will be .rward breaking the circuit.

Asv soon as the temperaturexhas fallen sufficiently, the mercury ,in the thermostat will move out of contact with the terminal 72 and will move into contact with the the-electric motor will be reversed to close the valve 43, which is accomplished as follows: The current from the battery 66 will travellby the wire 11 6 tothe contact 64, through the mercury to contact 67, then by wireu131 to :the elect-ro-magnet 110, by wire '132fithroughwire 130 to contact 114, tl'irough'blade-102 to'terminal 129, throu h wire 128 back to. battery 66, energizing t e electro magnet .110," which pulls down the. blades 102 and. 103 outof contact with the terminals 114 and 115, and into contact with theterminals 112 and 113, closing the I motor circuit,areversing the position, shown inv full lines in Fig. 4.

The circuit fordoing this flows as followsi from the battery 66, by wire 128, to the switch contact 129, through the blade 102, to contact 112, by wire 133 to contact segment 7 6, through the lever 45, by wire 119, to field 120, to field 121, by wire 122,10 switch contact 113, through blade 103, to switch contact 123, by wire 124 to brush 125, through the armature to brush 126, by wire 127 back to the battery, causing the motor to revolve in the reverse direction until the lever 45 has passed from contact 76, when all the circuits are again open. a

In the modified construction shown by Fig. 7, of the drawing, the exhaust pipe from the heater 23 does not extend into said heater, and the different. sections of the mutller or silencer 40 are not provided with large holes to receive the exhaust pipe. The

said difierent sections are provided only with a series of small openings 42*. I In the exhaust pipe 22 between the engine and the heater I provide a T 22, one branch of which leads into the heater and the other branch is connected to a pipe 22", which leads to the air. In this T I provide a valve 43", having a segment 45 secured to the pivot thereof, which segment has teeth 45 which mesh into the rack 57. To this rack are connected the piston rods 57 and 57 of each of the pistons 55" and 56. The branch pipes 47 and 48 are connected to the respective cylinders 53 and 54 in which said pistons operatel 57* is a rod which may be a continuation ofthe two piston-rods 57 and 57,and on which are two pins 63 and 63*. There is provided a'pivoted lever 60 which projects into the branch pipe 47 or 48 to'operate the piston 55 56. As these pistons are automaticall operated by the rise or fall of the temperature of the gaseous fuel bein supplied to the engine through pipe 21,in the manner hereinabove described, throu h the rack 57 and the segment 45, there ve 43 is operated to permit the exhaust passing through 22 to pass through the pipe 22- to air, as shown in full linesin said. Fig.4, or moved to the opposite position shown in dotted lines to cause the exhaust; from 22 to enter the heater 23. s

The parts operate as follows'z -lvhen the fluid under pressure from the engine passes into the pipe 47 and into the cylinder-53 it forces thepiston 55 outwardly and through the piston rods 57', 57" and 57 and the piston 56 is forced into the cylinder 54. \Vhen the pin 63* strikes the end of the lever (30, the valve 59* is unseated and stays unseated until the pin 63 slips off of the end of the lever 60. Soon after this operation the pin 63 contacts with the lever 60 and again unseats the valve 59. This operation prevents any back pressure in the cylinder 54. When the fluid under pressure is admitted through the pipe 48 into the cylinder 54, the pistons move in the reverse direction and the valve 58 is unseated by the pins 63 and 63 contacting with the opposite side of the lever 60, the movement ofthe piston rods being transmitted through the rack and pinion 57 to the valve 43*. Each of the cylinders 54 may be provided with a bleed hole 53 and 54 which will permit the gas in the respective cylinders to escape just as the piston 55 or 56 has completed its outward stroke so as to spill the gas in' 54 and to prevent any back pressure on the reverse movement of the piston. When the exhaust enters the heater 23, it passes through the openings 42 forming the different segments or plates of the cylinder and circulates around the pipe 25, and then out through the heater exhaust 24. As the exhaust passes through the heater it raises the temperature of the gaseous fuel in the pipe 25*, in the manner described, and when the valve 43 is set to throw the exhaust through the pipe 22*, the temperature of the gaseous fuel in the coils 25 lowers.

In the construction shown by Figs. 8 and 9, I have dispensed with the T 33, and lead the pipe 32 directly into the section of pipe 35* by means of an elbow or jet 32, the lower end of the section 35* being flared at 35 so that air can be supplied to the section of pipe 35 around the jet 32. In this construction I may also dispense with the auxiliary air regulator 39. In this construction instead of making the pipe in the heater 23 in the form of a spiral coil, I form it longitudinally of the heater, as shown at 25, and the said pipe 25 surrounds the pipe 24, as shown. Surrounding the pipe 25 is a drum 200, having a series of openings 201 therein. The exhaust pipe 24 passes through the lower head of this drum and is joined to the upper head directly adjacent to the discharge end of the exhaust pipe 22. The valve 43 in the exhaust pipe 24 may be operated by the mechanism connected to the lever 45, as hereinabove described. In the operation of this construction, when the valve 43 is open the exhaust passes out of the pipe 22 and directly through the heater exhaust pipe 24. When the valve 43 is closed, the exaust passes into the heater around the drum 200, through the openings 201 in the drum, circulates around the pipes 25*, passes through the openings 44 in the exhaust pipe 24 into said pipe below the valve 43, and out to air. t

In the modified construction shown by Fig. 10, the construction of the heater and the silencer or mufller and the location of the exhaust pipe 24, is substantially the same as that shown in Fig. 1 of the drawing. In this construction I have provided means for leading the fluid passing through the pipe 32, directly to the supply pipe 21, or through the sections of pipe 35, through which 1:

lighter fuel is vaporized. To accomplish this I have provided the pipe 32 with two branches, 32 and 32, the first leading directly to the supply pipe 21 and the other leading to the section 35. At the junction of the branches I place a valve 300. When the valve 300 is in position shown by full lines in said figure, the heated vaporized gaseous fuel passing through ipe 32 will be delivered into the pipe 32 and to the supply pipe 21. The engine under these conditions will be running on fuel from the carbureter 26, if the carbureter 35 is not in operation. \Vhen the valve 300 is in the position shown in dotted lines, and the carbureter 26 is not in use, and the valve 31 in the union 27 is open, air entering the union 27 will flow thence into the coils 25 and will be heated and this heated air will pass through the pipe 32 into the branch 32, where it will be delivered into the pipe 35 and be mixed with the gaseous fuel from the carbureter 36, and the mixture delivered to the engine through the supply ipe 21; or when the carbureter 26 is used, t e aseous fuel passing through the coils 25 will be heated and delivered through pipe 32, branch 32, through pipe, I

35 and into the supply ipe 21 to the engine. Of course, under t iese circumstances the carbureter 36 is also preferably cut out,

although additional air may be introduced by the auxiliary 39.

It-is to be understood that the valve 43 instead of being operated by the mechanism shown in Fig. 1, may be controlled by the mechanism shown in Figs. 4, 5 and 6 of the drawings. It is also to be understood that thearrangement of the mufller or silencer and the exhaust pipes 24 may be interchanged. a

In some constructions of silencer or muflier I may dispense with the perforations and the plates forming the same, simply permitting the exhaust to enter at the top of the silencer and circulate spirally down the same and out of the lower end of the heater.

Having now described my invention,what I claim as new and desire to secure by lLetters Patent is heater, a second carbureter havin connection with the fuel pipe between t e heater and the engine, said carbureters respectively having connection with sources of supply of liquid fuels of different qualities, and a fuel pipe leading to the engine from the second carbureter. 4

3. The combination of a gas englne, an

exhaust pipe leading therefrom, a heater contending through said nectedto the exhaust pipe, a fuel pipe exheater, a'carbureter connected to the fuel pipe in advance of the heater, an auxiliary air-supply connected to a the fuel pipe, a second carbureter having connectitin with the fuel pipe between the heater and the engine, said carbureters respectively having connection with sources of supply of liquid fuels and a fuel pi e leading to the engine from the second car ureter.

- 4. The combination of a gas engine, a heater communicating with the exhaust thereof, means for suppl ing the engine with fuels derived from liqui s of'difi'erentquali- 'ties', said means includinga conduit communicating with the engine, said conduit and heater being in such relation to each other that one of the fuels will be heated'on its passage to the engine, a earbureter for the respective fuels communicating with said conduit, one'of the carbureters being located in advance of the heater and the other between the heater and the engine and a valvecontrolled'air inlet communicating with the conduit between the heater and the engine.

5. The combination of'a gas engine, an exhaust pipe leading therefrom, a heater connected to the exhaust pipe, a fuel pipe extending through said heater,'a carbureter connected to said pipe .in advance of the heater, a second c'arbureter havingconnection with the pipe between the heater andthe engine, said carburet'ers respectively having connection with sources of su ply of liquid fuels of diflerent qualities, an a fuel pipe leading to the engine fromthe second carbureter, said carburetersbein'g severally usable and the first mentioned fuel pipe having valve controlled means through 'Which'it may be opened to the atmosphere.

on'the side *whih leads to the heater, wheni the first mentioned carbureter is not in use.

of different qualities,

6. The combination of a gasengine, an exhaust pipe leading therefrom, a heater connected to the exhaust pipe, a fuel pipe extendin through said heater, a carbureter connecte to said pipe in advance of the heater, a second carbureter having connection with the pipe between the heater and the engine,and a fuel pipe leading to the engine from the second carbureter, said carbureters being severally usable and the first mentioned fuel pi e having valve controlled means through w ich it may be opened to the atmosphere on the side which leads to the heater, when the first mentioned carbureter is not in use and also having valve controlled means whereby it may be opened to the atmosphere and closed to the heater between the latter and the second carbureter.

7. The combination of a gas engine, a heater,.an exhaust pipe leading fr om the en- 'ne tothe heater, 'an exhaust pipe leading cm the heater, a valve in the exhaust pipe leading from the heater, said pipe being perforated within the heater and between in said heater, a carbureter for heavier fuel connected to said coil, a second carbureter for lighter fuel, a pipe connecting said coil and second carbureter, and a supply pi e leading from the second carbureter to t e engine. e

8. The combination of a gas engine, a heater, an exhaust pipe leading from the engine to the heater, an exhaust pipe leading from the heater, a valve in the latter exhaust pipe, said ipe being perforated within the heater and tween the valve and the outlet end thereof,a coil in said heater, a carbureter for heavier fuel connected to said coil, a

second 'carbureter, the second carbureter being for lighter fuel, an auxiliary air suply to the second carbureter, a pipe connect ing said coil and the second carbureter together, anda supply pipe leading from the secondcarbureter to the engine. Y

9;Ihe combination of a as engine,- a

I heater, an exhaust pipe leading from the engine to the heater, an exhaust pipe leading from the heater, a valve in the latter exhaust pipe, said pipe being 'perfprated within the heater and between the valve/ and the outlet end thereof, a coil in said heater, a carburetor for heavier fuelconnccted to said coil, a second carburetor, the second carbureter being for lighter fuel, a pipe connecting said coil and the second carbureter together, a supply pipe leading from the second carbureter to the engine, and means havin' connection with the last named pipe force mitting additional air thereto.

llu

' 10. The combination of a gas engine, a

theater, an exhaust pipe leading from the engine to the heater, an'exhaust pipe projecting in and leading from the heater, a valve in said last-mentioned pipe, said pipe being perforated inside of the heater and between the valve and the outlet end ofsaid pipe, a coil of pipe in said heater, a perforated helical diaphragm in said heater, the coils of the diaphragm being between the coils of the pipe, a carbureter for heavy liquid fuel connected to said coil, 8. carbureter for lighter liquid fuel, a pipe leading from said coil to the second carbureter, and a supply pipe leading from the second carbureter to the engine.

11. The combination of a gas engine, a heater, an exhaust pipe leading from the engine to the heater, an exhaust pipe projecting in and leading from the heater, a valve in said last-mentioned pipe, automatic means for operating said valve, said pipe being perforated inside of the heater and between the valve and the outlet end of said pipe, a coil of pipe in said heater, a perforated helical diaphragm in said heater, the coils of the diaphragm being between the coils of the pipe, a carbureter for heavy liquid fuel connected to said coil, a carbureter for lighter liquid fuel, a pipe leading from said coil to the second carbureter, and a supply pipe leading from the second carbureter to t e engine.

12. The combination of a as engine, a heater, an exhaust pipe leading from the engine to the heater, a coil of pipe in said heater, 9. carbureter, a pipe connecting the carbureter to the coil a second carbureter, a pipe leading from the coil to said second carbureter, a supply plipe leading from the second carbureter to e engine, an exhaust ipe projecting into and leadin from the lieater, a valve in said second ex aust pipe, said second exhaust pipe being perforated, between its outlet and the valve, a lever, connected to said valve, 9. piston rod con nected to the lever, a piston oneach end of the piston rod, cylinders in which said pistons operate, a pipe leading from each oi said cylinders and connected to a source of pressure, a valve in each of said pipes, electrical connections to said valves to operate the same, and a thermostat in the supplypipe to operate the electrical connections upon the rise and fall of the temperature of the sup ly in the supply pipe.

13. he combination'of a gas engine, a heater, an exhaust pipe leading from the engine to the heater, a coil of pipe in said heater, a carbureter, a pipe connecting the carbureter to the coil, a second carbureter, a pipe leading from the coil to said second carbureter, a supply pipe leading from the second carbureter to the engine, an exhaust pipe projecting into and leading from the heater, a valve in said pipe, said pipe being perforated between the valve and the outlet thereof, a lever connected to said valve, a

piston rod connected to the lever, a piston on each end of the piston-rod, cylinders in which said pistons operate, a spring-seated valve in each cylinder operated by the movement of the piston-rod, a pipe leadin from each of said cylinders and connecte to a source of pressure, a valve in each of said pipes, electrical connections to said valves to operate the same, and a thermostat in the supply pipe to operate the electrical connections upon the rise and fall of the temperature of the supply in the supply pipe.

14. The combination of a gas engine, a heater, an exhaust pipe leading from the engine to the heater, a second exhaust pipe leading from the heater, a valve in said second exhaust pipe to change the direction of the course of the exhaust, carbureters respectively supplying fuels of diiferent qualities, a pipe connecting said carbureters and extending through the heater, a pipe connecting one of said carbureters with the engine, and means controlled by the temperature of the fuel supply to the engine for actuating said exhaust pipe valve automatically, said means including an electri-t cally connected thermostat.

15. The combination of a gas engine, a heater, an exhaust pipe leading from the engine to the heater, a valve in said exhaust pipe to change the direction of the course of the exhaust, carbureters respectively supplying fuel of different qualitles, a pipe con-' necting said carbureters and extending through the heater, a' ipe connecting one of the carbureters with t e engine and means controlled by the ,temperature of the fuel supply to the engine for automatically actuatin said exhaust ipe valve, said means includin an electricsilly connected thermostat.

16. he combination of a gas engine, a carbureter, a second carbureter avalved connection between the two carbureters to permit communication between the carbureters or to cut off communication between the carbureters and permit the air to pass to the second carbureter, a heater adapted to heat fluidpassing through ,said connection and a common conduit leading from the first mentioned carbureter to the engine.

17. The combination of'a gas engine, a carbureter, a second carbureter, a conductor between said carbureters, said conductor having separate valve-controlledopenings to the atmosphere, the valve controlling one of said openings being arranged to open communication of the first mentioned carbureter with the atmosphere and 'close communication between the two carbureters, a heater operatively related to said conductor and arranged between said openings, and a common conduit leading from the first mentioned carbureter to the engine.

18. The combination of a gas engine, a carbureter, a second carbureter, a conductor between said carbureters, said conductor having separate valve-controlled openings to the atmosphere, the valve controlling one of said openings being arranged to open communication of the first-mentioned carbureter with the atmosphere and close communication between the two carbureters, a heater operatively related to said conduc tor and arranged between said openings, said heater having connection with the exhaust port of the engine and providing different courses of travel for the exhaust gases, a valve for controlling said courses of travel, and a common conduit leading from the first-mentioned carbureter to the engine.

19. The combination of a gas engine, a carbureter, a second carbureter, a conductor between said carbureters, said conductor having separate valve-controlled openings to the atmosphere, the valve controlling one of said openings being arranged to open communication of the first-mentioned carbureter with the atmosphere and close communication between the two carbureters, a heater operativcly related to said conductor and arranged between said openings, said heater having connection with the exhaust port of the engine and providing different courses of travel for the exhaust gases, a valve for controlling said courses of travel, a common conduit leading from the firstmentioned carbureter to the engine and op erating means for the heater-valve comprising an actuating element-operatively related to a device in said common conduit and adapted to be operated automatically under control of the temperature of the gaseous mixture flowing through said conduit.

20. The combination of a gas engine and means for supplying the same with liquid fuels of different ualities, comprising two separate sources of supply ofsuch fuels, a conduit common to both fuels, means for conducting a fluid heating medium from the engine and the fluid-fuel from one of said sources of supply in such relation to each other that said fuel will be heatedby said medium in its passage to the common conduit, said means providing different courses oftravel from one ofsaid fluids, a valve for COiltI'OlllIlg the course of travel of the latter fluid with relation to the course of travel of the other fluid, and an element connected to said valve, said element being operatively related to said common conduit so as to be operated by the temperature of the fuel passing through said conduit.

21. The combination of a gas engine, a heater, an exhaust pipe leading from the engine to the heater, a second exhaust pipe leading from the heater, a valve in one of said exhaust pipes to change the direction of the course of the exhaust, carbureters respectively supplying fuels of different gualities to the engine, a pipe connecting sai car bureters and extending through the heater and to the engine, a temperature indicator in the fuel supply pipe between the heater and engine, and means for actuating the exhaust pipe valve at a predetermined point as shown by said indicator. 1

22. The combination of a gasengine, a heater, an exhaust pipe leading from the engine to the heater, a valve in said exhaust pipe to change the direction of the course of the exhaust, carbureters respectively supplying fuels of diiferent qualities to the engine, a pipe connecting said carbureters and extending through the heater and to the engine, a temperature indicator in the fuel supply pipe between the heater and the engine and means for actuating the exhaust pipe valve at a predetermined point as shown by said indicator.

23. The combination of a gas engine and means for supplying the same with liquid fuels of different qualities, comprising two separate sources of supply of such fuel, a conduit common to both fuels leading to the engine, means for conducting a fluid heating medium from the engine and the fluid fuel from one of said sources of supply in such relation to each other that said fuel will be heated by said medium in its passage to the common conduit, said means providing different courses of travel for one of said fluids, a thermostat connected to the common conduit between the engine and the point where the heating medium communicates with said common conduit, and a valve for controlling the course of travel of the fluid heating medium with relation to the course of travel of the fluid fuel, said valve being operated by the thermostat.

In witness whereof I have hereunto set my hand at the city, county and State of New York, this 15th day of April, 1911.

WM. K. BASSFORD.

In presence of ISABEL R. RICHARDS, JOHN J. RANAGAN.

I W. H. LEE. DRAFT SJIFTING MEANS FOR SULKY FLOWS.

APPLICATION FILED JULY 2, 1912.

Patented July 28, 1914.

2 SHEETS-SHEET 1. I

WiTNESSES: 2)!

ATTORNEYS 

